&*M? 

91S? 


iTS* 


United  use 

i   reilrond,    eastern 
-      r»    fr«on  the    sec- 
1.  or 


UNIVERSITY  OF  CALIFORNIA 
AT   LOS  ANGELES 


>TH  CONGRESS,  »    HOUSE  OF  REPRESENTATIVES.      (  Ex.  Doc 


3d  Session. 


No.  25. 


, 
UNION  PACIFIC  EAILROAD,  EASTERN  DIVISION. 


FROM    THE 


SECRETARY  OE  THE  INTERIOR, 


IX   AXaWER   TO 


resolution  of  the  House  of  Representatives  of  December  5,  1868,  transmit- 
\ting  report  of  special  com  mix*  toner,  relative  to  the  examination  of  that 
wood  and  the  Sioujc  City  and  Pacific  railroad. 


pl'ARY  6,    1869. — Referred  to  the  Co  nrniltee  on  the  Pacific  Railroad  and  ordered  to  be 

printed. 


DEPARTMENT  OF  THE  INTERIOR, 

Washington,  D.  C.,  January  6,  1869. 
|  SIR  :  Pursuant  to  the  House  resolution  of  the  oth  instant,  I  have  the 
)nor  to  transmit  herewith  copies  of  the  reports  of  the  special  comuiis- 
mers  on  the  Union  Pacific  railway,  eastern  division,  and  the  Sioux 
ty  and  Pacific  railroad.    No  other  report  on  any  of  the  branches  of 
Union  Pacific  railroad  has  been  received  since  the  date  mentioned 
the  resolution. 

I  am,  sir,  very  respectfully,  your  obedient  servant, 

O.  H.  BROWNING,  Secretary. 

|  Hoi).  SCHUYLER  COLFAX, 

Speaker  of  the  House  of  Representatives. 


WYANDOTTE,  KANSAS, 

December  4,  1868. 

SIR  :  The  special  commission  having  completed  their  report  of  the 
animation  of  the  Union  Pacific  railroad  on  the  23d  of,  November,  and 
warded  the  same,  set  out  on  the  24th  for  this  place,  to  examine  and 
port  upon  the  Union  Pacific  railway,  eastern  division.  The  health  of 
e  of  the  commissioners  did  not  permit  him  to  make  this  examination, 
d  it  was  therefore  undertaken  by  the  two  members  whose  names  are 
d  to  this  report.  We  deemed  it  proper  to  do  so,  constituting',  as  we 
d,  a  majority  of  the  commission. 

Wyandotte  was  reached  on  the  25th  of  November,  at  which  place  we 
et  the  general  superintendent  of  the  road,  and  as  the  company  ?s  offices 
[ere  at  Lawrence^  ^ye^ijepgired  ix*,t}{at  jJlacti  the;  ^m&d&yr,  :71>e'fore- 
on  of  the  2<>th  w<-  *\»'u\t  iii  looking  ovw  4:ile  *e»ps  aiid  profiles,  aikl  in 
e  afternoon  we  set  out  with  a  speeiaitram,  accompanied  by  the  general 


45900$ 


r.Mn.N    PACIFIC    i;  \II.KOAK    EASTERN    DIVISION. 

superintend  lit.  for  llir  \\eM  end  ,,!'  the  truck.  I'.efore  dark  we  li;i<l  exam- 
ined ;is  I'iir  ;is  Waiue^o.  (iL'.l,  miles  from  l.;i\\  leliee;  lillt  the  tniill  kept  oil 

t<>  Fort  lla\  s.  and  stopped  "their  till  morning.    On  the  -7th  \vc  examined 

the  road  to  the  \\est  end  of  the  Hack  ;iii.l  let  limed  to  Fort  Ilil.vs  to  stop 
o\er  night.  On  the  L'Sth  \ve  completed  I  he  e\;iliiili:it  ion  by  daylight  back 

to  Wamego,  iind  returned  to  Lawrence,  remaining  there  over  Sunday. 

On  the  JtOth  of  Novemlier  \\  e  complete. I  the  elimination  east  to  tin- 
State  line,  the  initial  point  of  the  road.  There  had  l>cen  some  snow  on 
tin*  track,  luit  it  had  disappeared,  so  as  to  leave  us  a  good  view  of  the 
road  lied,  and  where  it  remained  in  the  Hides  of  the  cuts  it  but  served 
to  illustrate,  in  a  moderate  wa\,  the  effects  of  wind-drifts,  the  wind  hav- 
ing been  from  the  south.  We  returned  to  Lawrence  to  complete  our 
study  of  the  maps  and  profile-.  \-<-.,  and  prepare  our  report,  and  \\e  were 
aided  in  every  way  desired  by  the  officers  of  the  road. 

The  extent  and  character  of  the  road  is  such  that  no  division  of  it  will 
be  necessary  in  making  our  report  upon  it,  and,  preserving  nearly  the 
same  order  in  considering  the  different  parts  of  it,  as  we  did  of  the  one 
previoush  reported  on,  we  proceed  first  with  the — 

GENERAL  AND  DETAILED  LOCATION,   GRADES,  AND   CURVATURE. 

The  north  side  of  the  valley  of  the  Kaw  river  is  much  more  favorable 
than  the  other  tor  the  road,  because  the  bottom  lands  are  broader  and 
more  continuous  on  the  north  side  than  upon  the  opposite  one.  The  road 
is  therefore  properly  located  on  the  north  side  all  the  way  to  the  junction 
of  the  Smoky  Hill  and  Iti-publican  Forks. 

If  the  objective  point  of  the  road  be  regarded  as  Denver  City,  we  com- 
missioners have  not  the  information  for  determining  whether  the  Repub- 
lican or  the  Smoky  Hill  Fork  furnishes  the  best  location;  but  as  the  law 
authorized  the  location  up  the  latter,  and  this  was  selected,  it  is  pre- 
sumed to  be  the  better,  and  it  undoubtedly  is  so,  for  making  an  extension 
of  the  line  to  the  head  of  the  Arkansas  river  or  to  New  Mexico.  .The 
road  is  then  located  in  the  valley  of  the  Smoky  Hill  Fork,  as  high  up  as 
Salina.  The  elevation  attained  here  is  1,203  feet  above  the  sea  level; 
the  distance  from  the  initial  point  is  185  miles,  and  the  elevation  there 
COO  feet.  At  Salina  the  road  leaves  the  main  valley  to  avoid  the  great 
southerly  bend  made  by  the  Smoky  Hill  Fork,  and  goes  up  the  valley  of 
Spring  creek  to  its  source.  The  first  summit  reached  has  an  elevation 
of  1,.V>0  feet.  The  road  then  descends  65  feet,  to  cross  Alum  creek;  it 
a>eends  the  next  ridge  loan  elevation  of  1,583  feet, and  then  it  descends 
85  feet  to  cross  Clear  creek;  it  again  ascends  a  ridge  to  an  elevation  of 
1,001'  feet,  and  then  descend*  130  feet  to  regain  the  Smoky  Hill  Fork  at 
Fort  Barker,  where  the  elevation  is  1,472  feet  above  the  sea.  The  line 
between  this  last  point  and  Salina  is  generally  direct,  but  it  has  a  great 
deal  of  cm  A  at  ure  and  high  grades,  the  maximum  grade  each  way  being 
74  feet  per  mile. 

Fort  Harker  is  1'is  miles  from  the  initial  point.  The  Smoky  Hill  Fork 
has  not  here  the  same  wide  bottom  lands  which  charactcri/ed  it  at  Salina. 
It  is  crooked  and  shut  in  with  higher  banks,  which  apparently  increase 
in  height  as  you  go  westward.  The  road,  therefore,  follows  the  stream 
only  IL'  miles  above  Fort  Harker,  and  near  Cow  Creek  station  turns  oft 
to  the  north  to  gain  the  ridge  between  the  Smoky  Hill  and  Saline  Forks. 
The  maximum  grade  ascending  is  W  feet  per  mile,  and  the  line  reaches 
an 
Hay: 
Hay' 

point. 


UNION    PACIFIC    RAILROAD,    EASTERN    DIVISION. 


The  road  continues  in  the  valley  of  Big  creek,  west  of  Fort  Hays,  for 
about  10  miles,  and  there  again  ascends  to  the  ridge  between  the  Smoky 
Hill  Fork  and  the  Saline  Fork.  This  is  done  with  a  maximum  grade  of 
58  feet  per  mile.  The  highest  point  the  road  reaches  is  on  this  ridge  at 
Monument  station,  and  is  there  3,276  feet  above  the  sea,  and  385J  miles 
from  the  initial  point. 

In  order  to  reach  Fort  Wallace,  on  the  Smoky  Hill  Fork,  the  road  again 
leaves  the  ridge  and  descends  to  the  north  fork  of  the  Smoky  Hill  Fork, 
at  which  place  the  track  terminates,  405  miles  from  the  initial  point. 
The  maximum  grade  in  this  last  descent  is  66  feet  per  mile.  -Fort  Wal- 
lace is  distant  some  12  miles  from  the  present  terminus.  These  three 
descents  from  the  main  ridge  to  reach  Forts  Barker,  Hays,  and  Wallace, 
greatly  injure  the  road  in  regard  to  grades.  The  difference  of  level 
between  the  termini  is  2,352  feet.  The  sum  of  the  ascents  made  going- 
west  is  4,529  feet,  and  the  consequent  ascents  going  east  are  2,177  feet. 
The  length  of  the  straight  line  is  about  350  miles.  The  road  itself  is 
405  miles. 

There  are  4.88  miles  having  grade  between  70  and  75  feet  per  mile; 
there  are  4.17  miles  having  grade  between  60  and  70  feet  per  mile;  there 
are  19.85  miles  having  grade  between  50  and  60  feet  per  mile;  there  are 
15.09  miles  having  grade  between  40  and  50  feet  per  mile;  there  are  32.46 
miles  having  grade  between  30  and  40  feet  per  mile;  there  are  59.49  miles 
having  grade  between  20  and  30  feet  per»-mile;  there  are  84.12  miles 
having  grade  between  10  and  20  feet  per  mile;  there  are  135.13  miles 
having  grade  between  0  and  10  feet  per  mile;  there  are  49.81  miles  level. 

The  following  is  a  list  of  stations  and  distances: 


Name  of  station. 


Miles. 

State  Liue 0.0 

Armstrong 1.0 

Muncy 6. 5 

Secondine 1.7 

Edwards'ville 3. 7 

Tiblow 3.5 

Lenape 5. 9 

Stranger 4.6 

Fall  Leaf 4.2 

Lawrence  and  Leavenworth  Junction 5. 2 

Lawrence 1.8 

Buck  Creek 6.  9 

Williamsville 2. 5 

Perry  ville 3.3 

Medina 1.5 

Newman 2. 6 

Grantville 5.  1 

Topeka 6.7 

Silver  Lake 10.6 

Cross  Creek 5. 4 

St.  Mary's 7.6 

Wamego 13.2 

St.  George 6.5 

Manhattan 7.8 

Ogden 11.2 

Fort  Riley 6.  1 

Junction  City 2.  9 

Chapman's  Creek 32.  0 

Detroit 6. 5 

Abeline 5.9 


Intermediate 
distune^. 


Total 
distance. 


Mites. 
0.0 
1.0 

7.5 

9.2 

12.9 

16.4 

22. 3 

28.9 

31.1 

36.  3 

38.1 

4f.O 

47.  5 

50.8 

52.  3 

54.9 

60.0 

.  66. 7 

77.3 

82.7 

90.  3 

103.5 

110.0 

117.8 

129.0 

133.  1 

138.0 

150.0. 

15G.5 

162.  4 


I  M<>\    I'M  IFIC    KAII.Rn.M),    EASTERN    DIVISION. 
L\xt  of  xtnt'umx  it  ml  ilixtmin-K — Continued. 


Name  of  station. 

Intermediate 
distance. 

Total 
distance. 

:  -     3.8 

166.2 

Solomon  

5.2 

171.4 

Saliua  

1:1.7 

i-:>.  i 

Bavaria  

8.6 

U>3.7 

Hock  Spiinp  .                   

10.6 

204.  5 

J3.6 

•JI-.  1 

Ellsworth  

4.7 

222.  * 

Cow  Creek  

11.2 

234.0 

Wilsou's  Creek  

5.0 

339.0 

Bunker  Hill                                              .                              

1:5.4 

2;'>2.  4 

11.6 

w,4.  o 

Walker                                                           .                  

10.2 

874.9 

Hays  .                         

14.4 

286.6 

Ellis  .           

13.4 

302.0 

Ogallah                .             .                     ...                           

15.5 

317.5 

Park's  Fort                                                     .                         

11.5 

329.  0 

Coyote          ..           .                         ..                 .  .....  

11.0 

340.0 

Buffalo          .           .         .                                          

11.0 

351.0 

Grtnnell                              .         .          ..       

13.0 

:?»>4.  o 

Carlyle  ...                       

11.0 

:<?').  o 

Monument                                             .    ....                   

10.5 

386.  6 

Gopher.  ....            

12.  0 

:;;»/.  r> 

Sheridan     .        ..    ...    .  

7.5 

405.0 

We  conclude  these  remarks  on  the  general  location  by  saying  that  the 
whole  line  bears  evidence  of  the  unsettled  purposes  which  have  operated 
in  determining  it.  The  change  of  direction  from  the  original  design.  of 
going  up  the  .Republican  Fork,  if  made  with  the  view  of  ultimately 
reaching  New  .Mexico  or  the  head-waters  of  the  Arkansas  river,  should 
have  prevented  the  construction  beyond  Salina,  until  the  best  line,  all 
things  considered,  was  found  for  passing  the  ridge  between  the  Smoky 
Hill  fork  and  the  Arkansas;  whether  by  following  the  Smoky  Hill  Fork 
up  to  the  most  southern  part  of  the  bend,  and  then  leaving  it;  whether  by 
keeping  the  line  as  it  now  is  as  far  as  Ellsworth,  and  then  crossing  over 
to  the  Arkansas ;  whether  by  continuing  the  route  as  now  built  to  the  end 
of  the  track,  and  then  crossing  over  to  the  Arkansas;  or,  whether  by 
taking  and  keeping  the  ridge  between  the  Smoky  Hill  Fork  on  the  south, 
and  the  Saline  and  Republican  on  the  north,  all  the  way  till  the  sources 
of  the  Smoky  Hill  Fork  were  turned. 

Besides  the  uncertainty  in  regard  to  the  ultimate  termination  of  the 
road,  and  which  must  have  prevented  the  building  of  it  on  the  best 
location,  the  hostility  of  the  savages  rendered  it  very  difficult  to  make  the 
necessary  surveys  and  examinations. 

Without,  however,  knowing  all  the  reasons  that  controlled  the  present 
location,  it  is  yet  apparent  that  the  road  is  not  located  so  as  to  take  full 
advantage  of  the  capabilities  of  the  country,  and  as  a  through  line  its 
commercial  value  is  less  than  it  should  have  been. 

In  the  details  of  the  location  then-  is  too  much  curvature:  the  grade 
is  generally  laid  too  near  the  ground,  and  follows  too  closely  the  undu- 
lations of  the  natural  surface.  A  little  cutting  at  the  high  points  and 
lilling  at  the  low  ones,  slight  changes  in  the  location,  and  a  little  more 
work,  would  have  easily  kept  down  the  grades  along  the  Kaw  river  to 
.'10  feet  pel1  mile,  which  grade  should  not  have  been  exceeded  on  this  part 


UNION    PACIFIC    EAILROAD,    EASTERN    DIVISION.  5 

of  the  road.  Cheapness  of  first  construction  seems  to  have  been  the 
ruling  idea,  although  it  seems  as  if  in  some  places  a  better  road  could 
have  been  secured  without  increased  expense.  What  is  best  to  be  done 
to  the  road  depends  very  much,  west  of  Salina,  upon  what  is  to  be  the 
future  western  terminus  and  destination.  If  the  road  is  to  be  extended 
to  form  a  line  reaching  to  the  settlements  at  the  base  of  the  mountains, 
or  to  be  part  of  a  through  line  to  the  Pacific,  much  of  its  location 
requires  a  thorough  overhauling,  and  parts  of  it  probably  must  be  aban- 
doned. To  reduce  the  grades  west  of  Salina  to  30  feet  per  mile,  in  the 
present  location,  would  require  a  very  considerable  outlay ;  but  in  case 
the  road  should  ever  have  a  first-class  business,  this  reduction  is  so 
desirable  that  it  might  be  well  worth  examining  whether,  to  obtain  it,  the 
location  should  not  be  changed  so  as  to  keep  in  the  valley  of  the  Smoky 
Hill,  even  at  the  disadvantage  of  increasing  the  distance,  or  in  some 
other  way  avoiding  the  objection  to  the  present  line.  Had  the  route 
been  designed  originally  to  reach  the  valley  of  the  Arkansas,  the  course 
of  the  lower  portion  of  the  bend  in  the  Smoky  Hill  Fork  appears  favor- 
able for  so  doing,  and  the  obtainment  of  low  grades  might  have  not  been 
at  any  material  sacrifice  of  distance.  To  determine  intelligently  all  the 
questions  involved  in  the  location  west  of  Salina,  on  the  supposition  that 
the  road  is  to  be  extended,  requires  extended  surveys,  and  much  infor- 
mation not  within  our  reach,  and  we  have,  therefore,  confined  ourselves 
to  a  consideration  of  the  road  located  as  it  is,  in  making  our  estimates 
for  completing  it.  If,  however,  the  western  terminus  of  the  road  is  to 
remain  where  it  is,  it  might  be  questionable  propriety  to  expend  much 
upon  it,  unless  it  be  to  reduce  the  higher  grades  to  60  feet  per  mile,  and 
thus  make  that  the  ruling  grade  on  this  part  of  the  line,  and  by  slight 
changes  in  the  location  at  some  points  to  reduce  the  curvature. 

East  of  Salina,  however,  no  question  of  western  terminus  will  in  any 
wise  affect  the  location,  and  changes  with  a  view  of  improving  the  grades 
and  alignment  may  be  made  with  entire  confidence  that,  whatever  be 
the  ultimate  termination  of  the  road,  the  full  commercial  value  of  the 
outlay  will  be  realized.  Some  very  objectionable  grades,  as  high  as  72 
feet  per  mile,  and  some  unnecessary  curves,  occur  on  this  part  of  the  line, 
and  changes  should  be  made  so  as  to  diminish  the  curvature  and  secure 
the  easy  ruling  grade  of  30  feet  per  mile. 

The  line  can  be  shortened  two  and  a  half  miles  opposite  Lawrence  and 
three-fourths  of  a  mile  opposite  Topeka  by  continuing  the  road  direct  along 
the  bottom  lands  and  cutting  off  the  detours  made  to  reach  the  stations 
opposite  these  places. 

ROAD-BED. 

The  road-bed  was  designed  to  be  13  feet  wide  in  embankments,  and 
15  feet  wide  in  the  cuts,  but  it  often  falls  short  of  these  dimensions. 
The  embankments  are  generally  too  narrow  and  will  require  widening 
before  ballast  can  be  properly  applied,  and  having  mostly  been  built  with- 
out leaving  any  berme,  this  widening  will  require  more  labor  than  would 
otherwise  have  been  necessary,  as  the  existing  ditches  will  have  to  be 
filled  up  and  new  ones  made.  The  banks  should  be  increased  in  width 
to  a  minimum  of  14  feet  on  top,  and  the  cuts  to  16  feet  at  the  bottom. 
There  are  on  the  whole  line  about  75  miles  of  cuts  of  different  depths. 
The  length  of  embankments  above  3  feet  in  height  are  as  follows : 
between  3  and  6  feet,  84  miles  ;  between  6  and  9  feet,  9.34  miles ;  between 
9  and  12  feet,  3.45  miles  ;  between  12  and  15  feet,  1.27  mile ;  between  15 
and  18  feet,  0.33  mile ;  between  18  and  21  feet,  0.2  mile ;  between  21  and 
24  feet,  0.25  mile ;  between  24  and  27  feet,  0.25  mile. 


6  I   \I<>\    I'ACII'lc    |{.\II.i;n\|»,     KAMT.KN     IUVIS|i»N. 

(•KOSS-TIES. 

The  ties  are  uf  double  timber,  proper  si/.e  and  good  quality  generally- 
The  number  is  in  some  cases  less  than  it  should  In-,  but  will  probably 
average  about  2,300  per  mile.  A  small  addition  made  to  the  number  of 
ties  will  place  the  road  in  this  respect  in  good  condition. 

TRACK-LAYING  AND  BALLAST. 

The  track  has  been  laid  on  the  bare  road-bed,  without  having  the  latter 
previously  prepared  by  a  covering  of  ballast to  receive  it.  The  fastenings 
are  the  old  style  wrought  iron  chair,  now  almost  universally  discarded 
for  either  the  iish  point  or  tor  an  improved  chair  of  greater  strength  and 
bearing  surface.  On  curves  the  rails  were  not  bent  to  conform  with  tin- 
curve.  With  these  exceptions,  the  track  appears  to  have  been  well  laid; 
but  from,  want  of  ballasting  material  its  surface  has  not  been  well  main- 
tained. 

With  a  few  slight  exceptions,  there  is  no  ballast  on  the  road ;  and  from 
the  nature  of  the  material  constituting  the  road-bed  full  ballast  will  be 
required  on  the  whole  line,  and  the  material  for  it  is  exceedingly  scarce 
and  must  in  most  cases  be  transported  a  considerable  distance.  This 
will  make  it  expensive  to  ballast  this  line,  more  so  than  roads  in  general. 

CULVERTS   AND   BRIDGKES. 

The  total  number  of  culverts  and  bridges  on  the  line  which  are  con 
sidered  permanent  is  203,  of  wrhich  there  are  17  Howe  truss  bridges, 
having  an  aggregate  length  of  2,612  feet,  and  three  straining  beam  trusses. 
whose  total  length  is  196  feet.  The  truss  bridges  appear  good  and 
well  proportioned,  except  the  Howe  truss  across  the  Kaw  river,  in  which 
the  suspension  rods  are  of  inadequate  size,  rendering  them  liable  when 
loaded  to  a  strain  of  nearly  16,000  pounds  per  square  inch  of  section, 
which  is  too  great. 

Of  these  L.M)  bridges,  16  stand  on  permanent  stone  abutments  and  piers. 
and  four  on  wooden  trestles.  Of  the  latter  is  the  bridge  over  the  Kaw 
river,  at  the  eastern  end  of  the  road.  Stone  work  will  be  required  to 
replace  the  wooden  supports  of  these  bridges.  The  remaining  is.!  per 
manent  structures  are  stone  culverts,  or  open  culve-ts  with  stone  abut 
ments  and  short  timber  girders.  Some  of  these  are  not  well  constructed, 
and  must  be  rebuilt,  allowance  for  the  probable  expense  of  which  is 
made  in  our  estimate. 

Of  temporary  structures  there  are  450,  of  which  187  will  he  supplied 
with  box  culverts,  small  arches,  or  abutments  with  short  girders.  Of  the 
remaining  L'U.')  there  are  105  trestle  bridges  varying  from  L'O  to  .">(»  feet 
in  length,  and  158  are  from  50  to  470  feet  in  length.  They  must  all  be 
supplied  with  permanent  stone  arches  or  abutments,  and  trusses  to  suit 
the  various  openings,  and  the  embankments  extended  to  the  abutments. 

EQUIPMENT,  ETC. 

The  motive  power  and  rolling  stock  of  this  company  consists  of  L".» 
locomotives,  L'l  passenger  cars,  10  baggage,  mail,  and  express  cars.  I'll' 
box  freight  cars,  432  flat  cars,  108  stock  cars,  72  hand  cars,  7  boarding 
cars. 

The  locomotives  are  well  constructed,  etlicient  machines,  and  thecars 
as  good  as  those. on  other  good  roads.  The  number  of  locomotives  and 


UNION    PACIFIC    RAILROAD,    EASTERN    DIVISION.  7 

cars  appears  to  be  nearly  or  quite  sufficient  to  meet  the  present  require- 
ments of  the  business  of  the  road,  but  it  must,  under  any  circumstances, 
be  increased  as  the  business  increases,  and  if  the  road  were  opened  to 
the  base  of  the  mountains  or  to  the  Pacific  coast  the  equipment  required 
to  operate  the  405  miles  now  built  would  have  to  be  largely  increased. 
The  shop  room,  engine  houses,  and  other  accommodations  for  the  care, 
maintenance,  and  repair  of  the  motive  power  and  rolling  stock  are  inade- 
quate to  meet  present  as  well  as  future  wants.  They  are  at  no  point  suf- 
ficient for  present  purposes,  and  considerable  expenditure  is  required 
immediately  for  this  purpose. 

Water  stations  are  erected  at  intervals  of  about  15  miles,  but  the 
tanks  are  all  too  small,  and  sometimes  indifferently  constructed.  At 
the  stations  located  on  the  ridge  between  the  Smoky  Hill  and  Saline 
Forks,  water  is  generally  obtained  by  wells,  some  of  which  are  about 
125  feet  deep.  In  one  instance  (Bunker  Hill  station)  water  has  not  yet 
been  reached  at  this  depth.  The  difficulty  of  obtaining  water  on  this 
ridge  may  have  some  weight  in  not  making  the  location  continuous  upon 
it.  Windmills  are  employed  to  pump  the  water  into  the  tanks  in  many 
places.  The  capacity  of  the  tanks  should  be  at  least  doubled  or  trebled, 
and  other  improvements  made. 

STATION  BUILDINGS. 

The  road  is  not  sufficiently  supplied  wjth  station  buildings ;  some  of 
them  are  of  a  very  creditable  character,  but  others  are  inferior,  and  at 
some  points  they  are  entirely  wanting.  Additional  outlay  for  this  pur- 
pose will  be  required. 

SIDINGS. 

The  sidings  are  sufficient  for  present  nse,  and  unless  the  road  be 
extended,  will  probably  answer  for  some  time ;  but  with  a  good  western 
terminus,  the  side  tracks  on  this  part  of  the  line  must  be  increased. 

RAILS. 

The  rails  are  of  American  manufacture,  and  the  pattern  is  good  and 
sufficiently  heavy. 

FENCES. 

No  snow  fences  have  been  built,  and  no  cattle  fences  of  consequence. 
Outlay  will  be  required  for  both  these  objects. 

The  following  is  an  estimate  of  the  probable  expenditure  which  will 
be  required  to  render  the  405  miles  already  built  "  equal  to  a  fully  com- 
pleted first-class  railroad.7'  It  is  made  on  the  supposition  that  the  road 
is  to  be  extended  and  opened  for  through  traffic  to  the  Pacific  coast, 
and  exhibits  the  expenditures  required  for  labor  on  the  405  miles  we 
examined,  and  for  the  equipment  required  to  work  this  part  of  the  line. 
It  is  as  follow  s: 

Estimate, 

For  increasing1  width  of  cuts  to  16  feet  and  embankment  to 

14  feet  at  a  minimum  throughout  the  entire  line ,.,,.-..,  $260,  000 

For  changes  in  location  to  reduce  curvature  and  improve 

alignment 240, 000 

For  reducing  heavy  grades  between  State  line  and  Law- 
rence at  Gaither's,  Stranger  Fall  Leaf,  and  Sarcoxie 
bluffs  and  other  points 57, 000 


8  UNION    PACIFIC  RAILROAD,    KA.STKRN    DIVISION. 

For  reducing  undulations  in  grades  and  relieving  grades 

west  of  Salina 8170,  000 

For  40,000  additional  cross  tics  to  supply  deficiency,  in  dud* 

ing  reiiio\  ;il  of  old  tics  and   placing  new  in  track 32,  000 

For  eight  abutments  and  two   pier  foundations  for  Howe 
truss    bridges,   already  erected,   including  excavation, 

piles,  grillage,  and  si-curing  with  rip-rap 15,000 

For  .'»,<>00  yards  of  masonary  in  abut  incuts  and  piers,  as 

aboye.  at'   *15 54,  000 

For  replacing  stone  culverts  of  defective  construction uo,  ooo 

For  replacing  187  temporary  wood  culverts  with  stone  box 

culverts  or  stone  abutments  and  short  girders,  at  $500. .  '.'•">.  5oo 

For  replacing  105  temporary  trestle  bridges  of  less  than 

50  feet  length,  each  with  permanent  structures,  at  $700.  73, 500 
For  replacing  158  temporary  trestle  bridges  of  50  to  470 
feet  length  with  permanent  structures,  including  founda- 
tions, at  $1,000 158, 000 

For    ballasting,  including    transportation,  lifting   track, 
placing  material,  surfacing  track,  and  curving  rails,  405 

miles,  at  $1,300  per  mile 520,  500 

For  snow  fences 30,  ooo 

For  cattle  fences 50.  ooo 

For  50  additional  locomotives,  at  $14,000 Too,  ooo 

For  15  passenger  cars,  at  $6,000 '. 90,  000 

For  10  baggage,  express,  and  mail  cars,  at  $2,800 us,  ooo 

For  400  box  freight  cars,  at  *!MM) ::t;o,  000 

For  engine  houses,  turn-tables,  machine  shops,  blacksmith 

shops,  &c.,  and  for  tools  and  machinery  for  same 550,  000 

For  additional  water  stations,  and  machinery  for  raising 

water 75,  000 

For  additional  station  buildings 70,  ooo 


Total 8,  »>5:»,  500 


We  repeat,  in  closing  this  estimate,  that  the  propriety  of  much  of  this 
exp'-nditure  is  contingent  upon  the  extension  of  the  road  to  a  proper 
western  terminus.  Were  it  to  be  built  no  further  than  it  now  is,  much 
of  the  estimated  outlay  tor  additional  equipment  would  not  be  required. 
and  perhaps  even  part  ot  that  tor  improving  the  location  and  alignment 
and  grades  inight  be  ot  doubttul  propriety. 

TELEGRAPH  LINE. 

The  telegraph  poles  are  erected  along  the  line  of  the  road  as  tar  as 
built,  and  seem  well  put  up,  but  are  rather  too  slender.  Two  wires  are 
stretched  on  them  from  the  eastern  terminus  west  to  Kllswortli.  and 
thence  to  the  west  end  of  the  track  a  single  wire  is  stretched.  Tele- 
graph stations  are  occupied  sufficient  for  the  present  operations  of  the 
road. 

The  foregoing  report  we  believe  completes  the  specific  duties  required 
of  us  in  regard  to  the  Union  Pacific  railway,  eastern   division. 
We  are,  very  respeet  fully,  your  obedient  servants. 

'  (I.  K.  WABREN.  Brwei  .!/«/.  Gen.  U.S.A., 
J.  BLJCKENSDEEFEB,  .In..  r/n7  Knyineer, 

United  *sv<^/.s  Xjiecial  P.  R.  R.  Commiuionen, 
Hon.  O.  H.  BROWNING, 

of  the  Interior. 


UNION  PACIFIC  RAILROAD,  EA&TERN  DIVISION.  9 

CHICAGO,  ILLINOIS, 
»  December  15,  1868. 

Sm:  Having  completed  our  examination  of  the  Union  Pacific  railway, 
eastern  division,  we  proceeded  to  examine  the  Sioux  City  and  Pacific 
railroad,  arriving  at  the  south  end  of  that  line,  where  it  connects  with 
the  extension  of  the  Chicago  and  Northwestern  road,  about  six  miles 
west  of  the  Missouri  Valley  station,  on  the  8th  of  December.  From  this 
point,  accompanied  by  the  assistant  superintendent  and  auditor  of  the 
road,  with  a  special  train  we  passed  over  the  line  to  Sioux  City,  exam- 
ining all,  except  twenty  miles,  the  same  day.  The  next  day  we  returned 
to  the  south  end  of  the  road,  and  continued  westward  to  the  crossing  of 
the  Missouri  river.  The  river  was  at  this  time  closed  with  ice.  Previously 
a  ferry-boat  had  been  used,  and  we  were  informed  it  was  designed  to 
keep  open  a  passage  and  maintain  the  ferry  during  the  winter.  The 
construction  of  the  line  from  this  point  westward  to  Fremont,  we  were 
advised,  is  being  prosecuted  with  energy,  the  grading  being  mostly  done, 
and  about  17  miles  of  the  tract  laid.  Two  locomotives  are  on  the  west 
side  of  the  river. 

Being  advised  that  all  the  work  done  on  the  west  side  of  the  Missouri 
was  in  an  incomplete  state,  and  that  the  company  did  not  expect  us  to 
examine  that  portion  of  the  work,  we  decided  to  proceed  no  further. 

There  had  been  a  very  severe  snow-storm,  with  a  large  fall  of  snow,  for 
several  days,  the  snow  being  on  an  average  probably  18  inches  deep,  but 
it  was  so  generally  blown  from  the  track  on  account  of  the  grade  being 
laid  high  enough  to  permit  this,  that  we  could  see  and  inspect  the  road- 
bed very  well. 

This  road,  beginning  at  Sioux  City,  has  a  very  direct  coiirse,  the 
direction  being  on  an  average  south  20°  east,  for  69£  miles.  It  then  turns 
due  west,  and,  in  a  distance  of  three  and  a  half  miles,  reaches  the  bank 
of  the  Missouri  nearly  opposite  to  De  Soto.  It  is  designed  to  cross  the 
Missouri  at  this  point  and  proceed  in  as  direct  line  as  practicable  to 
Fremont,  uniting  there  with  the  Union  Pacific  railroad.  In  regard  to 
'the  general  location  it  may  be  said  that  if  the  design  be  to  secure  a 
western  connection  with  the  Union  Pacific  railroad  for  eastern  roads 
centring  at  Sioux  City,  on  the  most  direct  and  practicable  line,  the  course 
taken  seems  not  well  calculated  to  effect  this  object,  being  for  a  distance 
of  about  70  miles  nearly  at  right  angles  to  the  direct  route,  and  this  neces- 
sarily makes  a  great  increase  in  distance.  But  as  we  understand  that  the 
government  has  assented  to  the  location  as  it  is,  we  shall  confine  our 
report  to  the  details  of  the  road  as  built  on  the  eastern  side  of  the  Missouri 
river. 

The  location  from  Sioux  City  to  the  junction  with  the  branch  of  the 
Chicago  and  Northwest  road  is  quite  direct,  with  but  very  little  curvature, 
well  chosen  to  secure  the  occupation  of  the  highest  portion  of  the  bottom 
lands,  and  devoid  of  high  grades.  At  Sergeants  Blufi's  is  a  cut  through 
a  point  made  to  avoid  the  washing  banks  of  the  Missouri  river,  and  here 
there  is  a  grade  each  way  of  53  feet  per  mile,  extending  in  all  about  iiine- 
tenths  of  a  mile,  which  is  the  maximum  grade  on  the  line,  the  other  por- 
tions of  it  differing  but  little  from  a  level.  Our  opinion  is  that  the  proper 
working  of  the  road  will  require  this  grade  at  Sergeants  Bluffs  to  be 
reduced,  which  can  be  done  at  moderate  expense. 

The  road-bed  is  good,  the  embankments  being  generally  from  14  to  16 

feet  wide  on  top,  and  the  cuts  20  feet  wide  at  the  base.    A  good  berm 

has  been  left  on  each  side  of  the  embankments,  and  the  grade  is  well 

elevated  above  the  natural  surface,  thus  rendering  it  exempt  from  over- 

H.  Ex.  Doc.  25 2  459004 


10  INIMV    PATH •«'    RAILROAD,    EASTERN    DIVISION. 

flow,  securing  a  dry  track,  and  freedom  from  liability  to  be  obstructed 
b\  ^uowdrit'ts. 

The  fir*  are  good,  (tf  durable  timber,  proper  dimensions,  and  used  in 
sullicieiit  quantity  :  and  the  track  is  well  laid  with  lish-plate  fastenings, 
full  spiked  and  well  surfaced,  but  placed  on  the  bare  road  bed. 

The  mils  are  of  American  mannfact  lire,  of  good  quality,  and  weigh 
."»(>  pounds  to  the  yard. 

For  hdllntit  there  is  no  good  material  contiguous  to  the  line.  A  line 
sand  is  found  in  drifts  in  several  places,  which  will  make  tolerable  bal- 
last, but  having  the  defect  of  drifting  in  high  winds,  it  will,  if  used. 
require  frequent  renewal.  As  it  is,  however, the  only  material  available 
for  the  purpose,  it  will  have  to  be  used.  Very  little  ballast  has  been 
put  upon  the  roads,  and  the  entire  line  will  have  to  be  supplied. 

BRIDGES. 

There  are  three  permanent  wooden  Howe  truss  bridges  of  an  aggregate 
length  of  420  feet.  They  are  of  good  quality  and  well  proportioned, 
except  some  of  the  suspension  bolts  on  the  long  spans,  which  are  of 
inadequate  size  near  the  ends  of  the  span.  These  trusses  are  supported  on 
trestles  with  pile  foundations,  and  piles  for  permanent  stone  abutments 
have  been  driven. 

Of  temporary  trestle  bridges  there  are  56,  supported  on  piles,  and 
having  an  aggregate  length  of  9,388  feet;  stone  abutments  must  be 
supplied  for  the  Howe  truss  bridges,  and  permanent  structures  are 
required  to  replace  the  temporary  trestle  work. 

EQUIPMENT. 

The  motive  power  and  rolling  stock  consists  of  six  locomotives,  four 
passenger  cars,  one  baggage,  mail,  and  express  car,  three  caboose  cars,  49 
box  cars,  30  flat  cars,  15  coal  cars,  19  hand  cars,  and  five  special  cars 
used  in  construction,  &c. 

These  are  all  of  good  quality  and  equal  to  those  on  the  best  roads. 
They  are  probably  sufficient  for  present  business,  but  must  be  largely 
increased  when  connections  with  the  eastern  and  western  roads  are 
made. 

Permanent  water  stations  are  erected  at  Sioux  City,  River  Sioux,  and 
Missouri  Valley,  with  tanks  of  sufficient  size  and  with  wind-mills  to  raise, 
the  water,  which  is  found  abundant  a  few  feet  below  the  surface  of  the 
bottom  land.  There  is  also  a  temporary  water  station,  with  small  tank, 
at  Sloan.  Some  additional  water  tanks  will  be  required  on  the  line  to 
meet  the  future  business. 

Good  station  buildings  with  ample  side  tracks  for  the  passage  of  trains 
and  the  transaction  of  business  at  the  station  are  constructed  at  nearly 
all  the  points  required,  but  a  few  additional  ones  will  be  needed.  The 
company  having  a  perpetual  lease  of  the  branch  of  the  Chicago  and 
Northwest  roads,  six  miles  in  length,  intend  working  it  in  connection 
with  their  road,  and  are  erecting  their  principal  shops  at  the  junction  of 
the  branch  with  the  Chicago  and  Northwest  roads.  Station  buildings 
will  be  needed  at  this  point. 

There  are  no  fences  to  speak  of  on  the  road.  Cattle  fences  will  be 
required,  but  snow  fences  will  not. 

The  following  is  the  estimated  expenditure  required  to  complete  and 
fully  equip  so  much  of  this  road  as  lies  east  of  the  Missouri  river,  ready 


UNION   PACIFIC   RAILROAD,    EASTERN   DIVISION.  11 

for  business  when  the  line  is  opened  through  to  its  connection  with  the 
Union  Pacific  railroad : 

For  increasing  the  width  of  narrow  places  on  embankments  to 
14  feet  on  top,  and  for  reducing  grades  at  Sergeant's  bluffs  to 

30  feet  per  mile $20, 000 

For  six  abutments,  foundations  for  Howe's  truss-bridges,  already 
erected,  (piles  already  driven,)  including  grillage  and  ripraps, 

at  $1,000 6,  000 

For  3,650  yards  bridge  masonry  for  abutments  as  above,  at  $15 .     54,  750 
For  supplying  40  trestle  bridges  8,500  feet  long  with  permanent 
stone  abutments  and  piers  and  girders  or  trusses,  including 

foundations,  at  $3,000 120, 000 

For  supplying  16  short  trestle  bridges  with  permanent  stone 

culverts,  at  $600 9, 600 

For  ballasting,  including  transportation,  lifting  track,  placing 

material,  and  surfacing  road  73  miles,  at  $1,300 94, 900 

For  8  additional  locomotives,  at  $14,000 112, 000 

For  3  passenger  cars,  at  $6,000 18, 000 

For  3  baggage  cars,  at  $2,800 8, 400 

For  85  freight  cars,  at  $900 76, 500 

For  additional  engine-houses,  machine-shops,  and  for  machinery 

and  tools  for  same 50, 000 

For  additional  station  buildings 12, 000 

For  additional  water  stations 7, 500 

For  cattle  fences 30, 000 

Total 619,  650 


It  will  be  seen  that  we  have  not  included  an  estimate  of  the  cost  of 
the  bridge  across  the  Missouri  <  river,  and  the  approaches  to  it,  which 
will  have  to  be  built  to  secure  an  adequate  connection  of  Sioux  City  with 
the  Union  Pacific  railroad. 

TELEGRAPH  LINE. 

The  telegraph  line  is  substantially  and  well  built  along  the  line  of  the 
railroad. 

The  conclusion  of  the  report  completes  the  duties  assigned  to  us. 
Very  respectfully,  your  obedient  servants, 

G.  K.  WARRED, 

Brevet  Major  General  United  States  Army. 
J.  BLICKENSDERFER,  JR., 

Civil  Engineer. 
Hon.  O.  H.  BROWNING, 

Secretary  of  tJw  Interior. 


UNIVERSITY  OF  CALIFORNIA,  LOS  ANGELES 

THE  UNIVERSITY  LIBRARY 
This  book  is  DUE  on  the  last  date  stamped  below 


Form  r.-n 
23m  -2,  '43(5205) 


THE  LIBRARY 

UNIVERSITY  OF  CALIFORNIA 
LOS  ANGELES 


Lithomount 

Parnph/et 

Binder 

GayJordB,-os.(In< 

Makers 

Stockton,  Calif 
'"•  W».  21.  1908 


HE 
2705 
1869 
E2 


